Demountable wheel-hub.



6. W. GERHART.

DEMOUNTABLE WHEEL HUB.

APPLICATION FILED DEG.10, 1912.

Patented July 28, 1914.

2 SHBETS-SHEET 1.

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O. W. GERHART. DEMOUNTABLH WHEEL HUB. APPLIOATIOK FILED DBO. 10, 1912.

1, 105,073,- Patented July 28, 1914.

. 2 SHEETSSHE ET 2.

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UNITED STATES PATEN oFmon CHARLES w. GERHART, or MOUNT HOLLY SPRINGS, PENNSYLVANIA. v l

DEMOUNTABLE WHEEL-HUB.

To all whom it may concern:

Be it known that I, CHARLES W. GERHART, a citizen of the United States, residing at Mount Holly Springs, in the county of Cumberland and State of Pennsylvania, have invented new and useful Improvementsin Demountable l/Vheel-Hubs, of which the following is a specification.

This invention relates to demountable wheels and hubs,the main object of the invention being to provide means whereby the wheel proper, together with a sectionof the hub on which the wheel. is built up, may be detached from and reattached to the res niainder of the hub, without disturbingthe portions of the hub which are connected to and supported by the machine frame. I,

The present invention is especially designed for use in connection with motorcycles, foot propelled vehicles, and mechanically propelled vehicles embodying two,

three or four wheels, one or more of which are driving wheels, and to which motionis imparted by means of drlvmg belts,'cha1ns or shafts, either from a pedal operated or motor operated driving shaft.

In vehicles of the class described, -it.is sometimes necessary to repair or replace a tire, and for this purpose it is preferable to remove the wheel, together with its tire, from the machine frame, therebyv disarranging the adjustment of the bearings, and also,

The main object of the present invention is to overcome the difficulty and loss of time referred to, and enable the wheel and the portion of the hubupon which. the wheelis built up to be removed and replaced without in any way-disturbing or disarrangingthe adjustment of the parts.

With the above and other objectsin view,

the invention consists in the construction, combination andarrangement ofparts, as

will be hereinafter more fully described,

illustrated in the accompanying drawings,

Specification of Letters'P atent. Patented Ji ly 28,1914, Application filed December 10, 19 12. Seria1N o.735,9 96.

and pointed out in the claims hereunto appended.

In the drawings Figure l is a longitudinal diametrical section through a wheel hub, embodying the present lnventlon, showing portions of the frame in section, in which Fig. 8 is an end view of the intermediate or.

middle sectionof the hub, Fig. 4: is a de tail plan view, showing the interfitting re lation between one of the end. sectionsof theliub and the intermediate section thereof.

Fig. 5 is a detail diametrical section through,

the pedal sprocketendof the'hub,showi1 1g a slight modification in the formation and arrangement of parts. Fig. 6is a -section similar to F 5, showing the construction and arrangement of parts; in case the pedal sprocket wheel is dispensed with. "Fig. '7 isa longitudinal section similar. to, F ig; 1,

showing a hubv especially designed for use on, side or auxiliary cars, or cycles having more than two wheels. I

a The hub contemplated inthis invention l is of. sectional construction and embodies the sections A, B and 'C,.A and C designating the end sections of thehub', and- B the inter mediate or ii'iiddlesection thereof. 3 v

The section B is providedwith the spoke flanges 1, to which'the spokes of e are connected, it being understood that the wheel, includingthe spokes andrimare built 1 up on the intermediatehub section B, which 1 is adapted to be'removedor detached from, the other sections without disturbing the lat.-

ter, in a manner hereinafter particularly described. M i

A designates the main driving sprocket j hub sectiomand for that purpose it'is provided with a, flange 2, towhichthe rim sec-q tiont3 of the driving sprocket wheel is se-;

cured by'means of bolts 4, or the equivalent thereof. The section A is also extended to form a ball cup 5, in which are anti-friction balls 6 which travel in contact with an inloo side cone[7 having an outwardlyextending and externally threaded sleeve 8, upon which is threaded the outside cone 9, the cones? and 9 servingto confine the ballsfi,

so that said balls will "not only sustain] the load, but also take up end thrust inboth 1 110 The'sleeve 8 passesthrough aslot in the directions;

frame member 10 ofthe-machine, the cone,

9 fitting up against the frame at the inner side thereof, and the parts being secured by means of an outside nut 11 threaded upon the sleeve 8.

The sleeve 8, together with the cone 7 at the inner end thereof, is supported and centered by a spacer nut 12 which surrounds the axle 13, the latter extending entirely throtwh the sectional hub, as shown in Fig. 1. T 1e spacer nut 12 is held between a fixed collar 14 on the axle and a removablenut'15 which bears against the outer side of the spacer nut 12. This spacer nut. comprises an inner web 16, which is externally threaded, as shown at .17, to receive the combined cone 7 and sleeve 8, and is provided at its outer end with another web 18 which is rabbetedand shouldered, as shown at 19, to receive the outer end of the sleeve 8.

The other end section G of the wheel hub is extended to form a flange 20 containing a cone face 21, against which travel .antifriction balls 22, said balls being held in place by a cone 23 threaded into the cup formed by the flange 20. The balls 22 travel around in contact with the inner or hub section 24 ofa pedal sprocket wheel 25 which is offset inwardly, as shown at 26, to extend around the flange 20. The hub 24 is bored to receive one or two series of smaller antifriction balls 27 and 28, which travel in runways in a bearing sleeve '29 which is threaded upon a tubular skein 30 which surrounds the adjacent end of the axle 13, said skein being held between a fixed collar 30' on the axle and a removable nut 31 at the outer end thereof. 32 designates the frame member at that end of the axle, the same being secured fast between the bearing sleeve 29 and a nut 33 threaded on the outer end of said skein, as shown. 1

The section C is provided interiorly With a tapered clutch face 34, within which is a slidablecone-shaped clutch 35 internally thread ed to receive a clutch screw 36 formed integrally with the hub section 24 of the sprocket wheel 25, the operation being such that when the sprocket wheel 25 is driven forward, the cone-shaped clutch 35 is forced intobinding engagement with the tapered face 34 of the hub section 0, thereby taking up the hub and causing a forward rotation of the wheel under the action of the pedals. This enables the machine to be driven forward by'pedal action. lVhen the machine is back pedaled, the clutch faces are caused to separate, thereby leaving the hub of the wheel free to turn as in coasting.

36 designates a thin sleeve loosely surrounding the clutch 35 and forming a supportfoi' an expansion spring 37 which serves to lightly press at one end against the clutch 35, and against the stationary skein 30 at the other end, thereby producing a certain amount of friction and tending to hold the clutch from revolving to a certain extent, so that the thread may more readily take hold.

In order to lock the hub sections together, and cause them. to rotate as a unit, I provide a coupling sleeve 38 which is threaded at one end, as shown at 39, to screw into the corresponding internally threaded portion of the hub section C. At the opposite end, the hub section B is provided with a shoulder 38 which bears against a suitable face on the driving hub section A, as best illustrated in Figs. 1 and 2. The driving hub section A has notches or shoulders 40, within its bore, in tended to receive a locking pin 41 which works through an opening 42 in the sleeve 38, near one end thereof, and is carried by a spring 43 which is secured, at 44, to the inside of the sleeve 38, and has its outer end formed into a loop 45, one portion of which is adapted to rest close to the axle 13, when the latteris in place, while another portion 46 of said loop is beveled or inclined, as shown, so that when a suitable implement made especially for the purpose is inserted through'the'space left by the removal of the spacer nut 12, a beveled portion of said implement will engage the inclined shoulder 46 and force the same inward, so as to disengage the pin 41 from the notch 40 in which it has been lying. At the same time, the implement is provided with teeth which engage teeth or notches 47 provided at the extreme edge of the sleeve 38, as clearly illustrated. By then turning the sleeve by means of such an implement as that referred to, the sleeve is moved out ofthreaded. engagement with the section C of the hub, enabling it to be withdrawn through the sleeve 8.

48 designates a dust guard for preventing admission of dust to the balls 6, and 49 designates another dust guard shutting off admission of dust to the bearings 6 from the opposite side. The driving sprocket 3 is .shown as provided with a brake flange 50 adapted to receive the application of external and lnternal brake bands 51 and 52.

In order to demount the wheel, which, as

previously indicated, is built up on the teeth or notches 47, and also caused to oper-- ate against the inclined face 46 of the loop carrying the spring 43 to which the locking pin 41 is attached. This causes a withdrawal of the locking pin 41 which enables the sleeve 38 to be turned, until it is moved out of threaded engagement with the section C of the hub and entirely withdrawn. This permits the intermediate section B of 1,105,073. 2 a v M p 3;

the hub to be withdrawn from between the sections A and C. When these hub sections are all combined, they have an inter-. locked engagement at their abutting faces, as shown in Figs. 3 and a, the said abutting faces being provided with tongues 53 and grooves5, and it will be noted that these tongues and grooves all extend in parallel planes, which, while providing an interfitting or interlocking engagement between the sections, permits the intermediate section B to be drawn outwardly from between the end sections, in a path parallel to. the direction of said tongues and grooves. The intermediate section B is resinserted in the same manner, after which the remaining parts referred to are replaced their proper positions and made fast.

It will be noted that the hub sections 24 may slide to a certain extent inward and outward on the inner balls 27 so asto coin pensate for any dirt or foreign matter which may find its way between the interfitting tongues and grooves 53 and 54, at the time of removal and reinsertion of the wheel.- in tightening the axle nuts, there will be no binding action on the bearings;

In order to provide for the use of a pedal sprocket wheel 25 of minimum size, the con struction illustratedin Fig. 5 may beresorted to, in which it will beobserved that the section C of the hub has its outer end portion reduced and provided with a raceway 55 for the balls 22, while the hub section 24 of the pedal sprocket wheel 25 is extended to encircle the balls 22, theb'alls being retained in position-by a cone56.

57 designates a dust-guard for protecting the inner series of balls 27 and-28.

Where no pedal sprocket wheelv is to be employed, the construction illustrated. in, Fig. 6 may be resortedto, in which gees the inner series of, balls 27 and 28 may be done away'with, and the sleeve bearing 58 for the balls 22 may be threaded directly on the axle skein 30, the section C of the hub being made proportionately smaller in diameter, and being also extended outside of the'balls 22 to provide steadying or retain ing face 59 which runs clear of the outer face ofthe member 58, but serves to hold the end hub section C in place, when the intermediate hub section B has been removed,

thus facilitating parts. r

Where the sectionalhub is to beused on a machine, embodying three or fourfwheels,

as in side cars and the like, the construction shown in Fig. 7 may beresorted to,.w herein it will be observed that the hub sections A, B and Care all connected up in the manner as hereinabove described, the balls 6 and 22 being the only ones employed, and

being supported by inner bearing members" 60 and 61, embracing different portons of the reassembling the the axle, which, in this case, is shown as embodying atapering bodyor spindle 62. It will be noted in this construction also, that but onebearing takes the end thrust in either direction, the other bearing giving the neces sarycompensation to free thehub from any binding action. I

63 designates a dust guard for protecting the outer bearings 6, and 64 designates a guard for protecting the inner bearings 22. Where the hub illustrated in Fig. 7 is to be driven a sprocket wheel 65, indicated in sectioninsaid Fig. 7, is mounted on the section C of the hub, as will beclearly understood. I p,

Where two or more driving wheels are employed, it is ordinarily necessary to use diiierential gearing, but this can be overcome sate for unequal speed in the two wheels.

What is claimed is: i v I1. A deniountable wheel for motor driven vehicles, comprising a hub embodying two endsections adapted to be journaled in the wheel frame, anv intermediate hub section interposed between said end sections and detachable 'fromthe end sections without disturbing the latter, and'means for locking all of the hub sectioiis'together to turn as one, 'saidflocking means comprising interfitting teeth on the abutting faces of the. hub sections, and a coupling sleeve passing through the intermediate section and, de-

tachably connected to the end se'ctions.

2. A dem'ountable wheel for motorfldriven vehicles,"comprising a hub embodying two end sections adapted to bejoui'n'aled in the wheel frame,,an intermediate hub section interposed between said end sections and detachable from the end sections without disturbing the latter, and. means for looking all of the hub sections togetherto, turn as one, locking neans -coinprising interfitting teeth on .the abutting faces of the sections, a coupling sleeve passing through the intermediate section and vhaving a threaded engagement with one end section, a shoulder and a lock ng pin on said sleeve enga ng the other end section.

3'. A demountable wheel for motor driven vehicles, comprising "a v hub embodying two end sections adaptedfto be ournaled 111' the wheel frame, an intermediate'hub section interposed, between said end sections and detachable from the endn'se'ctions without disturbing the latter, .inea'nsfor locking all of thehub sections together to turn as one, said locking, means comprising interfitting teeth I on the abutting faces of the sections, a coupling sleeve passing through the intermediate section and having a threaded en'- gagement with one end section, and a shoulder and locking pin on said sleeve engaging the other end section, and an axle removably inserted through all of the hub sections and serving to tie the entire hub together,

said axle also serving to hold the locking pin against disengagement.

4. A deinountable wheel for motor driven passing through the intermediate section and detachably connected wlth the end sections, an axle passing throughall of the sections, and a detachable spacer nut on the axle having a diameter greater than the coupling sleeve.

5. A demountable wheel for motor driven vehicles, comprising a hub embodying two end sections adapted to be journaled in the wheel frame, an intermediate hub section interposed between said end sections and detachable from the end sections without disturbing the latter, and means for locking all of the hub sections together toturn as one, said locking means comprising interfitting teeth on the abutting faces of the hub sections, and a coupling sleeve passing through the intermediate section and de-' tachably connected to the end sections, said sleeve being provided at one end with teeth for engagement with a sleeve turning implement.

6. The combination with a frame of. a de mountable wheel, comprising a hub, and two.

the entire hub and wheel frame to ether and a bearing formed in one of the end sections adapted to take the radial load at this end of the hub and also the end thrust of the wheel from either direction.

7. The combination with a frame, ofa demountablc wheel, comprising a hub, and two end sections j ournaled in the wheel frame, a removable coupling sleeve with a locking means causing the hub and end sections to revolve together as one, and an axle tying the entire hub andwheel frame together, a clutch, a bearing formed in one of the end sections adapted to take the radial load at this end of the hub. and also the end thrust of the wheel from, either direction, and a bearing formed in the end section at the oppositeend of the hub adapted to take the radial load at tnat end of the hub and the end thrust induced by the pedal clutch, whereby the intermediate hub sect1on1s removable without disturbing said hearings or interferingwith the adjustment of the same.

8. The combination with a frame, of a demountable wheel, comprising a hub, and two end sections journaled in the wheel frame, a removable coupling sleeve with a locking means causing the hub and end sections to revolve togetherv as one, and an axle tying the entire hub and wheel frame together, a clutch, a bearing formed in one of the end sections adapted to take the radial load at this end of the hub and also the end thrust of the wheel from either direction, a hearng formed in the end section at the opposite end of the hub adapted to take the radial load at that end of the hub and the end thrust induced by the pedal clutch, a smaller bearing located also at pedal clutch end of the hubforming' a support to the main bearin'g the same end, when wheel is revolving and pedal sprocket part is stationary and forming a radial bearing when pedal sprocket part is in action, whereby the intermediate hub section is removable without disturbing said bearings or interfering with the adjustment of the same.

9. The combination with a frame, of a deinountable wheel, comprising a built-up hub, th revolving parts of which are locked toer by a removable sleeve and revolving as one, an axle tying the entire hub together with the wheel frame, a clutch, an anti-friction bearing at'one end taking the radial load at that end and also the end thrust from either direction, an anti-friction beari at the opposite endtahing the radial lea d that end and the end thrust lnduced by the action of the clutch arrangement but no-end-thrust from either direction that is transmitted by the wheel, and an anti-friction bearing also at the end of vthehub forming a. support to the main hearing at the same end, when the pedal clutch part'is stationary and forming a bearing around hich this pedal clutch part may revolve while in action, said bearing being adapted to radial loads only, said bearing being movable freely in a telescoping; manner, in that th balls of the bearing have a fixed race in one part of the bearing and not in the other, the said hearings in theend sections sing so arranged that the intermediate hub section is capable of removal Without disturbing said bearings or interfering w1th the adjustment of the same.

In testimony whereof I affix my signature in presence of two witnesses.

CHARLES GERHART.

lVitnesses:

W. F. DAGLE, E. H. GERHART.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

